Fluid-pressure-operated stop-valve mechanism for engines.



2 SHEETS-SHEET 1.

PATENTIBD MAY 28,

H. R. ROCKWELL.

APPLICATION FILED JAN.9. 1907.

FLUID PRESSUREYOP BRATED STOP VALVE MECHANISM FOR ENGINE= Jfu 562'? 12 .Rock we Z Z 1": NORRIS PETERS 60-, WASHINCTON n, C

No. 855,415. PATEYNTED MAY 28, 1907.

. H. R. ROQKWBLL. FLUID PRESSURE OPERATED STOP VALVE MECHANISM FOR ENGINES.

APPLIGATION FILED JAN.9,1907.

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i 15 the valve for operating it to close the same,

UNITED STATES PATENT OFFICE.

HUBERT R. ROCKWELL, OF CHATTANOOGA, TENNESSEE, ASSIGN OR OF ON E- THIRD TO JOSHUA C. WALL, JR, AND ONE-THIRD TO HENRY F. TEMPLE, BOTH OF OHATTANOOGA, TENNESSEE.

FLUlD-PRESSURE-OPERATED STOP-VALVE MECHANISM FOR ENGlNES.

Specification of Letters Patent.

Patented May 28, 1907.

Original application filed October 1'7, 1906', Serial No. 339,398. Divided and this application filed January 9, 1907.

Serial No.

To aZZ whom, it may concern:

Be it known that I, HUBERT R. RooKwnLL, a citizen of the United States, residing at Chattanooga, in the county of Hamilton and State of Tennessee, have invented new and useful Improvements in Fluid-Pressure-Operated Stop-Valve Mechanism for Engines, of which the following is a specification.

This invention relates to a fluid pressure operated stop valve mechanism for engines,

and aims to provide in a manner as hereinafter set forth, a mechanism of such class embodying a valvular member and means arranged in operative relation with respect to thereby discontinuing the operation of the engine when the engine exceeds a certain speedlimit furthermore, to provide in a manner as hereinafter set forth, a manually-operzo ated means which when operated will cause the shifting of the valve to close the steam supply so as to stop the engine when it is desired.

The invention further aims to provide a 2 5 fluid pressure operated pneumatic stop valve and means for operating it for the purposes hereinafter set forth, said valve and means being simple in construction and arrangment, strong, durable, efficient in use, and readily 0 set up with respect to the parts of the engine with which it associates.

Vith the foregoing and other objects in view, the invention consists in the novel con struction, combination and arrangement of 3 5 parts hereinafter more specifically described 'and illustrated in the accompanying drawings, wherein is shown the preferred embodiment of the invention, but it is to be understood that changes, variations and modifications can be resorted to which come within the scope of the claims hereunto appended.

In the drawings, wherein like reference characters denote corresponding parts throughout the several viewsFigure 1 is a side elevation. Fig. 2 is a sectional view of the stop valve. Fig. 3 is a like view of the speed limit trip mechanism for causing the operation of the stop valve.

Briefly described the invention comprises a fluid pressure operated pneumatic stop valve for closing the admission of steam to the cylinder, manually-operated means associating with the valve for causing the operation thereof when occasion so requires, and an automatically-operable means associating with the valve and operated from the flywheel of the engine when the speed limit is exceeded, the valve when operated closing the supply of steam and discontinuing the operation of the engine.

The invention further comprises an air compressor operated from the crank shaft of the engine and which communicates with an air reservoir, the latter communicating with the regulating means associating with the valve and interposed in the communication between the reservoir and the regulator is a reducing valve. I

Referring to the drawings by reference characters 1 denotes the cylinder of the engine, 2 the steam supply conduit, 3 the crank shaft, 4 the bearings therefor, 5 the fly-wheel and 6 the throttle. The foregoing elements may be of known construction.

The stop valve comprises a casing 7 having 7 5 an inlet 8 and an outlet 9. The inlet 8 of the casing 7 is secured to the conduit 2 by the union 10 and the outlet '9 is secured to the throttle valve casing by the unionll. The casing 7 is formed with an internally-arranged slotted web 12, which is an integral part of the casing and forms a valve seat for an oscillatory valvular member 13. This member 13 is somewhat in the form of a quadrant and is notched, as at 14, said notches alining when the valve is in certain positions with the slots through the Web 12. These latter slots also act as means for establishing communication between the upper part of the valve chamber 7 and the outlet 9 when the valvular member 13 is shifted so as to open one or more of the said slots of the member 12. The valvular member 13- is pivoted, as at 14, and is formed with an extension 15 pivotally connected, as at 16, to a link 18, the latter being pivotally connected, as at 20, to a differential piston 21 operating in an extension 22 which forms a part of the valve chamber 7 and which also communicates with an exhaust valve casing 23, the latter provided with a seat 24 which is engaged by the automatically-operable exhaust valve 25, the latter being provided with a stem 26 which projects from the casing 23 and is engaged by an operating mechanism there for to be hereinafter referred to.

An outlet pipe 27 communicates with the valve casing 23 for carrying off the exhaust steam. The valvular member 13 at itsbottom is provided with a laterally-extending flange 28 having a port therethrough, as at 29. A pipe branch 30 opens into the chamber 7 below the member 12 and in the exten sion 22 at the rear of the differential piston 21, the function of which will be hereinafter re ferred to.

The valve 25 is moved from its seat so as to allow the exhaust of steam from the extension 22 so that the valvular member 13 can be shifted in one direction to close the slots in the member 12, through the medium of a fluid-pressure regulator, such regulator when pressure is exhausted therefrom shifting the valve 25 through an intermediate mechanism so that the valve 25 will be moved from its seat.

The pressure regulator comprises a casing 31 in which is arranged a flexible diaphragm 32 having connected thereto a stem 33 which is attached to a bell crank 34 supported, as at 35, one arm of the bell crank being attached to the stem 33 and the other arm to the stem 26. An inlet 36 for the supply and exhaust of pressure in the casing 31 is provided. When pressure is applied to the diaphragm 32 the valve 25 is held against its seat, but when pressure is released from the diaphragm the valve will be enabled to be re moved from its seat owing to the steam pres sure in the extension 22 and the action of the diaphragm 32 and under such conditions the steam can exhaust from the extension 22 so that pressure Within the casing 7 will tend to shift the differential piston 21 and consequently move the valvular member 13 to closing position.

A means is provided for supplying fluid pressure to the regulator, said means consisting of an air compressor 37 operated through the medium of a belt connection 38 from the crank shaft 3 of the engine and the cylinder of the compressor communicates with a reservoir 39 through the medium of the discharge pipe 40. A small pipe 41, which constitutes a supply pipe for the pressure regulator, leads from the reservoir 39 to the port 36 and said supply pipe 41 has interposed therein a reducing valve 42 of known construction.

The manual means for relieving the pressure from the diaphragm 32 within the casing 31 consists of an exhaust valve 43 at one end of a pipe branch 44 which communicates with a distributing pipe 45. the latter opening into the supply pipe 41, as at 46. The distributing pipe 45 is provided with a plurality of branch pipes 44, each having an ex haust valve 43 so that the manual operation of relieving pressure from the regulator can be had at various points. The distributing pipe 45 in close proximity to the coupling betweensaid pipe 45 and branch pipe 44 is provided with a plurality of check valves 47 so that air is discharged only through a direct pipe from back of the diaphragm 32 to that valve 43 which is opened. Such action economizes in the use of air and also renders quick action.

A second distributing pipe 48 is provided which communicates through the medium of the pipe branch 49 with the distributing pipe 45. The distributing pipe 48 communicates with the means for automatically operating the valvular member 13 when the engine exceeds a certain speed limit through the medium of the branch pipe 51.

The branch pipe 49 and the distributingpipe 48 are provided with check valves 53 utilized for the same function as the check valves 47.

The means for causing an automatic operation of the valvular member 13 when the engine exceeds the speed limit comprises a split stud 62 secured to the fiy-wheel 5 and which carries a spring member 63 having a weight 64 at one end which is adapted, through means of centrifugal force when the engine exceeds the speed limit, to engage and operate the exhaust valve mechanism which communicates with the upper end of the branch pipe 51. The exhaust valve mechanism consists of a casing 65, which communicates, as at 66, with the top of the branch pipe 51. Projecting forwardly from the casing 65 is a spider 66, which supports a cylinder 67, the latter extending into the casing 65 through an opening 68 in the head 69 of said casing, the opening 68 being of much greater diameter than the cylinder 67. The cylinder 67 is slotted, as at 70, and also provided with a peripheral flange, as at 71. The function of the slots 7 0 and the flange 71 will be here inafter referred to.

The cylinder 67 carries a trip valve con-v sisting of a pair of disks 72 secured by the holdfast device 73 to a shank 74, the latter terminating in a head 75. The disks 72 are arranged at the rear of the cylinder 67 exteriorly thereof and of much greater diameter.-

The shank 74 is of much less diameter than the cylinder 67 so as not to interfere with the exhaust air out of the ports 76 which are formed in the cylinder 67.

Connected to the head is a valve stem 77, which extends through a guide sleeve 78 and carries on its free end a head 79 and interposed between the sleeve 78 and the head 75 and surrounding the stem 77 is a coiled compression spring 80. The sleeve 78 is carried by an arm 81, which extends through the slots 70 and is secured to a support 82. Mounted upon the inner end of the cylinder 67 and operating within the casing 65 is a piston 83 which is retained in position by the disks 72. Pivoted to a bracket 84 at the outer end of the cylinder 67 is a trip arm 85 having a nose 86 which is adapted to engage the head 79 of the stem 77 and hold the disks 72 in close contact with the inner end of the cylinder 67, thereby closing it. The arm 85 carries an adjustable rod 87, which is positioned in the path of the weight 64 so that when the Weight 64 engages the arm 87 it will shift the arm 85 on its pivot and move the nose 86 out of engagement with head 79 which will release the spring 80, the expansion thereof causing the disks 72 to be moved away from the inner end of the cylinder 67 and allow the air to exhaust from within the casing into the cylinder 67 and out through the ports 76. Surrounding the cylinder 67 and interposed between the flange 71 and the spider 66 is a coiled compression spring 88, the function of which is to move the cylinder 67 inwardly and pressure is relieved in the casing 65. Providing the cylinder with the slots permits of such movement, the inward movement of the cylinder 67 being arrested by the head 79 engaging the sleeve 78.

Owing to the adjustability of the rod 87 it can be positioned at various points so as to provide for various speed limits of the engine. Then the weight 64 trips the arm so as to release the disks 72 pressure will be exhausted from the pressure regulator and consequently the valvular member 13 can be shifted so as to close the slots in the member 12.

It will be apparent from the foregoing description, taken in connection with the accompanying drawings, that if any one of the exhaust valves 43 is operated manually it will cause, in a manner as hereinbefore stated, the shifting of the valvular member 15 so as to close the steam supply, thereby discontinuing the operation of the engine.

It will furthermore be apparent that if the engine exceeds the speed limit the pipe branch 51 will be opened to the atmosphere, thereby relieving pressure upon the diaphragm of the regulator and consequently cause the automatic shifting of the valvular member 13 to closing position and such action will cut off the steam supply and discontinue the operation of the engine.

The exhaust valves 43 which are manually operated to open position are automatically operated to closure position owing to the employment of suitable compression springs which, when such valves are open, compress and when the valves are released the springs expand, consequently moving the valves to closure position. As this is an obvious construction it is thought unnecessary to show it.

When the exhaust valves 43 are released so they can close, the air from the reservoir 39 will flow up through the supply pipe 41 and shift the diaphragm 32, which in turn will cause the closing of the valve 25 thereby shutting off the exhaust of steam from the extension 22. Now is the throttle valve 6 is closed the steam will pass through the ort 29 to the lower part of the casing 7 and from there through the branch pipe 30 to the extension 22 back of the differential piston 34 which will create pressure on the large end of the piston 34 and cause the same to move inwardly, thereby shifting the member 13 to open position. The same action takes place when the exhaust valve mechanisms for each of the pipe branches 50, 51 and 52 are closed.

The subject matter of this application is a division of my application Serial N 0. 339,398, filed Oct. 17, 1906.

What I claim is:

1. A fluid pressure operated stop valve mechanism for engines comprising a valvular member shiftable to and from closure position for opening and closing the steam supply, means for normally holding said valve in an open position by steam pressure, means communicating with the air supply for closing the steam exhaust, means operated when the engine exceeds a certain speed limit for exhausting the air, causing the opening of the steam exhaust and the exhaust of the steam, and the shifting of the valve-holding means by steam pressure thereby causing the moving of said valve to closing position, and means for automatically applying steam pressure for opening the valve when the exhausting of air is discontinued which causes the closing of the steam exhaust.

2. A fluid pressure operated stop valve mechanism for engines comprising a valvular member shiftable to and from closure position for opening and closing the steam supply, a differential piston connected with the valve and impacted upon by the incoming steam for normally holding said valve in open position,a steam exhaust, means communicating with an air supply for normally retaining the said exhaust closed, means operated when the engine exceeds a predetermined speed limit for exhausting the air, causing the opening of the steam exhaust, the exhausting of steam and the shifting of the piston by steam pressure in one direction, thereby causing the moving of said valve to closing position, and means for automatically applying steam pressure to said piston for shifting it in the opposite direction, thereby opening the valve when the exhaust of steam is discontinued.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses,

HUBERT R. ROCKWELL.

Witnesses:

E. M. CARTER, S. L. RUssELL. 

